JP2018122768A - Suspension device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve toe characteristic during suspension stroke by using a reactive force of a stabilizer.SOLUTION: A suspension device includes a trailing arm 16 and a lower arm 20 which are rotatably joined to a vehicle body and relatively displaceably connected via a hinge mechanism 22, and a stabilizer 27. It has a stabilizer link 74 joining the stabilizer 27 to the trailing arm 16. A fitting point P1 of the stabilizer link 74 to the trailing arm 16 is arranged nearer on a back side in a back and forth direction of the vehicle than a central axis A of the hinge mechanism 22; and a fixing point P2 of the stabilizer 27 and the stabilizer link 74 is arranged above in a vehicle vertical direction and inside in a vehicle width direction with the fitting point P1 as reference.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a semi-trailing suspension device.

  For example, Patent Document 1 discloses a semi-trailing suspension device configured by dividing a trailing arm and a lower arm (one-piece arm) in advance. In this suspension device, the vehicle rear end portion of the trailing arm and the vehicle width direction outer end portion of the lower arm are hinge-coupled by two rubber bushes.

  Further, the vehicle front end portion of the trailing arm is attached to the vehicle body via a trailing bush so as to be rotatable. The inner end of the lower arm in the vehicle width direction is attached to the vehicle body via a lower arm bush so as to be rotatable. In this case, the suspension swing axis (so-called semi-tray axis) for the vehicle body is established by connecting the pivot center point of the trailing arm (center point of the trailing bush) and the pivot center point of the lower arm (center point of the lower arm bush). Is configured.

European Patent No. 0691225

  By the way, in the suspension device disclosed in Patent Document 1, as in a normal semi-trailing type suspension device, the toe characteristic during the suspension stroke (hereinafter referred to as the stroke toe characteristic) has a suspension swing axis (semi-tore axis). Determined by.

  For this reason, in the suspension device disclosed in Patent Document 1, for example, when a desired layout space is given priority, the suspension swing shaft is moved corresponding to the layout space (for example, the rotation center point of the lower arm is set to the front of the vehicle). Need to change). Thereby, in the suspension device disclosed in Patent Document 1, the required stroke toe characteristics are reduced, and it is difficult to obtain the desired stroke toe characteristics. Examples of the desired layout space include an arrangement space for a spare tire pan, a 4WD differential, a battery, and the like.

  Also, in the suspension device disclosed in Patent Document 1, when the hip point height dimension of the rear seat, the height dimension of the rear seat (seat surface), and the cross-sectional depth dimension of the rear cross member are considered, It is necessary to move the suspension swing shaft in accordance with the dimensions obtained by combining the various dimensions (for example, to change the rotation center point of the lower arm to the vehicle lower side). Thereby, in the suspension device disclosed in Patent Document 1, the required stroke toe characteristics are reduced, and it is difficult to obtain the desired stroke toe characteristics.

  An object of the present invention is to provide a suspension device that can improve toe characteristics during a suspension stroke by utilizing a reaction force of a stabilizer.

  In order to achieve the above object, the present invention provides a trailing arm that is rotatably connected to a vehicle body, and is interposed between the vehicle body and the trailing arm. A trailing bush that is pivotally supported, a lower arm that is pivotally connected to the vehicle body, and a lower arm that is interposed between the vehicle body and the lower arm and pivotally supports the lower arm. A semi-trailing suspension device comprising: a bush; a hinge mechanism that couples the trailing arm and the lower arm so as to be relatively displaceable; and a shaft-shaped stabilizer having a bending portion. There is a stabilizer link that is interposed between the arm and the stabilizer and connects the stabilizer to the trailing arm. One end of the stabilizer link is fastened to an end of the stabilizer, the other end of the stabilizer link is attached to the trailing arm, and the attachment point of the stabilizer link with respect to the trailing arm is the hinge. It is arranged on the rear side in the vehicle longitudinal direction with respect to the central axis of the mechanism, and the fastening point of the stabilizer and the stabilizer link is on the upper side in the vehicle vertical direction with respect to the attachment point and on the inner side in the vehicle width direction. It is arranged.

  Furthermore, the present invention provides a trailing arm that is rotatably connected to a vehicle body, and a tray that is interposed between the vehicle body and the trailing arm and pivotally supports the trailing arm. A ring bush, a lower arm rotatably connected to the vehicle body, a lower arm bush interposed between the vehicle body and the lower arm and pivotally supporting the lower arm, and the trailing arm A semi-trailing suspension device comprising: a hinge mechanism that couples the lower arm and the lower arm so as to be relatively displaceable; and a shaft-shaped stabilizer having a bent portion, wherein the suspension is between the trailing arm and the stabilizer. A stabilizer link that is connected to the trailing arm and is connected to the trailing arm. One end of the link is fastened to the end of the stabilizer, the other end of the stabilizer link is attached to the trailing arm, and the attachment point of the stabilizer link with respect to the trailing arm is the center of the hinge mechanism It is arranged behind the shaft in the vehicle longitudinal direction, and the fastening point between the stabilizer and the stabilizer link is arranged below the vehicle vertical direction and inside the vehicle width direction with respect to the attachment point. It is characterized by.

  According to the present invention, it is possible to obtain a suspension device that can improve toe characteristics during a suspension stroke by utilizing a reaction force of a stabilizer.

It is the bottom view which looked at the state where the suspension device concerning the embodiment of the present invention was applied to each of the right and left rear wheels, from right under the vehicle. It is a disassembled perspective view of the suspension apparatus applied to the left rear wheel of FIG. It is the front view which looked at the suspension apparatus applied to the left rear wheel from the vehicle front side. It is the side view which looked at the suspension apparatus applied to the left rear wheel from the vehicle width direction left side. In the suspension device according to the present embodiment, (a) is a schematic diagram showing the positional relationship between the central axis A of the hinge mechanism and the stabilizer link in the vehicle longitudinal direction, and (b) is an attachment point P1 in the vehicle width direction. It is a schematic diagram which shows the positional relationship with the fastening point P2. In the suspension device according to the modified example, (a) is a schematic diagram showing a positional relationship between the central axis A of the hinge mechanism and the stabilizer link in the vehicle longitudinal direction, and (b) is an attachment point P1 in the vehicle width direction. It is a schematic diagram which shows the positional relationship with the fastening point P2. It is a bottom view used for description of the operation of the suspension device according to the present embodiment.

Next, embodiments of the present invention will be described in detail with reference to the drawings as appropriate.
FIG. 1 is a bottom view of a state in which the suspension device according to the embodiment of the present invention is applied to the left and right rear wheels, respectively, as viewed from directly below the vehicle, and FIG. It is a disassembled perspective view. In each figure, “front and rear” indicates the vehicle longitudinal direction, “left and right” indicates the vehicle width direction (left and right direction), and “up and down” indicates the vehicle vertical direction (vertical vertical direction).

  As shown in FIG. 1, the suspension device 10 is disposed independently of the left rear wheel 12 and the right rear wheel 12 (hereinafter also referred to as wheels 12), and supports the left and right rear wheels 12, 12 so as to be rotatable. It is configured as an independent suspension type rear suspension. In the right rear wheel 12 and the left rear wheel 12, the rear suspension devices 10 and 10 having the same configuration are arranged in symmetrical positions.

  As shown in FIG. 2, the suspension device 10 includes a trailing arm that rotatably supports a wheel (left rear wheel) 12 via an axle (not shown) and is rotatably connected to a vehicle body 14. 16 and a semi-trailing type of a semi-trailing type comprising a lower arm 20 that supports the rear portion of the trailing arm 16 and a hinge mechanism 22 that connects (couples) the trailing arm 16 and the lower arm 20 so as to be relatively displaceable. It is configured with a suspension.

  Furthermore, the suspension device 10 is held by the vehicle body 14 via a damper 24 and a spring 26 that are separately arranged with respect to the trailing arm 16 and the lower arm 20 and a set of metal fittings 25 (see FIG. 1), A stabilizer 27 (see FIG. 1) for suspending the rear wheel 12 and the right rear wheel 12 is provided. The damper 24 is positioned on the outer side in the vehicle width direction with respect to the spring 26, and is disposed at the outer end in the vehicle width direction (left end in the vehicle width direction) of the lower arm 20 (see FIG. 2). In FIG. 2, the illustration of the stabilizer 27 is omitted.

  As shown in FIG. 2, the trailing arm 16 is located at the rear end portion in the vehicle front-rear direction, and extends toward the front of the vehicle from the arm main body portion 28 provided with the hinge mechanism 22. The arm part 30 is comprised. A trailing bush 32 that pivotally supports the trailing arm 16 is attached to the vehicle front end portion of the arm portion 30.

  The arm portion 30 is attached to the trailing bush 32 and is bent in a substantially L shape when viewed from the bottom. The arm portion 30 is continuous with the L shape bent portion 34 and is substantially linear along the vehicle longitudinal direction. A straight portion 36 extending from the straight portion 36 to the arm main body portion 28, and extending from the inner side in the vehicle width direction to the outer side in the vehicle width direction as viewed from the bottom, and intersecting the vehicle longitudinal direction. It consists of and.

  The arm main body 28 has a pair of facing pieces 40a and 40b that extend along the vertical direction of the vehicle body and are substantially parallel to each other. The pair of opposing pieces 40a and 40b project substantially inward in the vehicle width direction, and are formed with bolt insertion holes 42 on the top and bottom.

  Of the pair of opposing pieces 40a, 40b, on the lower side of the opposing piece 40a on the rear side of the vehicle, there are provided mounting portions for arranging the damper 24 and the stabilizer link 74 described later along the vehicle longitudinal direction. Yes. The attachment portion of the damper 24 is located on the vehicle front side, and the attachment portion of the stabilizer link 74 is located on the vehicle rear side. The mounting portion of the damper 24 is inserted through two tongue pieces 43a and 43b facing each other with different projecting lengths from the arm main body portion 28 toward the vehicle rear, and bolt insertion holes formed in the two tongue pieces 43a and 43b. And a nut 45b fastened to a threaded portion of the bolt 45a. The attachment portion of the stabilizer link 74 is located on the outer side (left end) in the vehicle width direction of the two tongue pieces 43a and 43b, and the stabilizer link 74 is separated from the tongue piece 43a that is longer than the tongue piece 43b. It is held and supported (connected in a cantilever state). In the present embodiment, the two tongue pieces 43 a and 43 b are provided integrally with the arm main body portion 28, but the tongue pieces 43 a and 43 b formed separately from the arm main body portion 28 are provided as the arm main body portion 28. You may make it join to.

  The damper 24 attenuates the vibration transmitted from the wheel 12. A cylindrical portion 24 a having a through hole is provided at the lower end portion of the damper 24. The damper 24 is rotatably attached to the trailing arm 16 and the lower arm 20 with a bolt 45a passing through the through hole of the cylindrical portion 24a as a rotation center.

  The lower arm 20 has a vehicle width outer end 20a and a vehicle width inner end 20b. A pair of rubber bushes 44a and 44b that are spaced apart from each other by a predetermined distance along the vertical direction are mounted on the vehicle width outer end portion 20a. A recessed portion 46 is formed between the pair of rubber bushes 44a and 44b, which is recessed in a substantially V shape when viewed from the rear of the vehicle. The trailing arm 16 and the lower arm 20 are relatively displaced via a pair of bolts 48 and 48 inserted through the pair of rubber bushes 44a and 44b and the bolt insertion holes 42 of the pair of opposing pieces 40a and 40b, respectively. Combined as possible.

  The hinge mechanism 22 includes a pair of opposing pieces 40a and 40b provided on the arm body portion 28 of the trailing arm 16, a vehicle width outer end portion 20a of the lower arm 20, and a pair of rubbers attached to the vehicle width outer end portion 20a. The bush 44a, 44b, and a pair of bolts 48, 48 for fastening the vehicle rear end of the trailing arm 16 and the vehicle width outer end 20a of the lower arm 20 through the pair of rubber bushes 44a, 44b. The An imaginary line (see a thick broken line in FIGS. 4 to 6 described later) connecting the center of the upper rubber bush 44a and the center of the lower rubber bush 44b is the central axis A of the hinge mechanism 22.

  A lower arm bush 50 that rotatably supports the lower arm 20 with respect to the vehicle body 14 (for example, a cross member, see FIG. 1) is attached to the vehicle width inner end 20b of the lower arm 20.

  A recess 52 is formed between the vehicle width outer end portion 20a and the vehicle width inner end portion 20b of the lower arm 20 in a composite shape in which a substantially circular shape and a triangular shape are combined when viewed from above (see FIG. 2). ). A spring (coil spring) 26 that exerts a spring force is disposed in the recess 52.

  The trailing arm 16 and the lower arm 20 are rotatably mounted on the vehicle body 14 via the trailing bush 32 and the lower arm bush 50, respectively. A suspension movable shaft (oscillation shaft) is configured by connecting the rotation center point of the trailing arm 16 and the rotation center point of the lower arm bush 50 with a virtual line. The suspension movable shaft is a rotation shaft of the suspension device 10 with respect to the vehicle body 14.

  As shown in FIG. 2, the trailing bush 32 and the lower arm bush 50 have a shaft member 60. On both sides of the shaft member 60 along the axial direction, flat plate pieces 70 and 70 having a pair of mounting holes 69 and 69 into which bolts 68 and 68 can be inserted are provided. The trailing bush 32 and the lower arm bush 50 are attached to the vehicle body 14 by inserting the bolts 68 and 68 into the attachment holes 69 and 69. The flat plate pieces 70 and 70 are not used, but the bolts 68 and 68 are directly inserted into the inner cylindrical member of the trailing bush 32 to a bracket (not shown) provided on the vehicle body 14. You may make it attach so that rotation is possible.

  FIG. 3 is a front view of the suspension device applied to the left rear wheel as viewed from the front side of the vehicle, and FIG. 4 is a side view of the suspension device applied to the left rear wheel as viewed from the left side in the vehicle width direction.

  The stabilizer 27 is comprised by the shaft-shaped composite member which has the bending part 72 (refer FIG. 1). In addition, the stabilizer 27 is provided with a stabilizer link 74 that connects the stabilizer 27 to the trailing arm 16.

  As shown in FIGS. 3 and 4, the stabilizer link 74 is composed of a relatively long bar-like member having a substantially straight shape. One end (upper end) 74a along the axial direction of the stabilizer link 74 is fastened to the end of the stabilizer 27 via a bolt 76 and a nut (not shown). The other end (lower end) 74b along the axial direction of the stabilizer link 74 is attached to the trailing arm 16 (the tongue piece 43a of the arm main body 28) via a bolt 78a and a nut 78b. Ring-shaped stabilizer bushes 80 are interposed between the trailing arm 16 and the stabilizer link 74 and between the stabilizer 27 and the stabilizer link 74, respectively.

  In the suspension device 10 according to the present embodiment, FIG. 5A is a schematic diagram showing a positional relationship between the central axis A of the hinge mechanism and the stabilizer link in the vehicle longitudinal direction, and FIG. 5B is a diagram in the vehicle width direction. It is a schematic diagram which shows the positional relationship of the attachment point P1 and the fastening point P2.

  In this embodiment, as shown in FIG. 5A, the attachment point P1 of the stabilizer link 74 with respect to the trailing arm 16 (the tongue piece 43a of the arm main body 28) is the center axis A (bush 44a) of the hinge mechanism 22. , And a virtual line connecting the center point of the bush 44b and the center point of the bush 44b). Further, as shown in FIG. 5B, the fastening point P2 between the stabilizer 27 and the stabilizer link 74 is on the upper side in the vehicle vertical direction with respect to the attachment point P1 and on the inner side in the vehicle width direction (vehicle width). On the right side of the direction). In other words, the stabilizer link 74 is inclined in such a manner that the other end (lower end) 74b side of the stabilizer link 74 is located on the outer side (left side in the vehicle width direction) than the one end (upper end) 74a and falls outside. (See FIG. 5 (b)). The attachment point P1 is on the central axis of the bolt 78a, and the fastening point P2 is on the central axis of the bolt 76 (see FIG. 3).

A suspension device 10a according to a modification of the present embodiment will be described.
In the suspension device 10a according to the modification, FIG. 6A is a schematic diagram showing the positional relationship between the central axis A of the hinge mechanism and the stabilizer link in the vehicle longitudinal direction, and FIG. 6B is the vehicle width direction. It is a schematic diagram which shows the positional relationship of the attachment point P1 and the fastening point P2. 5 (a) and 5 (b), and FIG. 6 (a) and FIG. 6 (b), the same components are described with the same reference numerals.

  In the suspension device 10 according to the present embodiment shown in FIGS. 5A and 5B, the fastening point P2 is located above the attachment point P1 in the vertical vertical direction, and on the upper end side of the stabilizer link 74. It is configured to be fastened to one end of the stabilizer 27. On the other hand, in the suspension device 10a according to the modified example, as shown in FIGS. 6A and 6B, the fastening point P2 is positioned below the attachment point P1 in the vertical vertical direction. The difference is that the stabilizer link 74 is configured to be fastened to one end of the stabilizer 27 on the lower end side thereof. In the present embodiment shown in FIGS. 5 (a) and 5 (b) and the modification shown in FIGS. 6 (a) and 6 (b), the same stroke toe characteristic is obtained as will be described later. can get.

  The suspension device 10 according to the present embodiment (the same applies to the suspension device 10a according to the modified example) is basically configured as described above. Next, the function and effect will be described. FIG. 7 is a bottom view for explaining the operation of the suspension device according to the present embodiment. FIG. 7 shows a state in which the suspension device applied to the right rear wheel is viewed from directly below the vehicle.

  In the present embodiment, due to the arrangement of the stabilizer link 74, for example, a component force in the direction of arrow B is generated by the reaction force of the stabilizer 27 at the time of a reverse-phase bump stroke. This component force in the direction of arrow B generates a moment in the clockwise direction (in the direction of arrow C) about the axle (not shown), and the right rear wheel 12 is displaced in the toe-in direction. In FIG. 7, the right rear wheel 12 before displacement is indicated by a solid line, and the right rear wheel 12 after displacement is indicated by a two-dot chain line.

  That is, in the present embodiment, when the attachment point P1 with the stabilizer link 74 is arranged at the rear of the vehicle with respect to the central axis A of the hinge mechanism 22, and the fastening point P2 is located above the attachment point P1, Regardless of the case where the point P2 is located below the attachment point P1, by arranging the lower side of the stabilizer link 74 toward the outer side (left end side) in the vehicle width direction, for example, a reverse phase bump stroke The right wheel 12 can be displaced in the toe-in direction by the action of the reaction force of the stabilizer 27 that is sometimes generated.

  The generation of the reaction force by the stabilizer 27 is not limited to the bump stroke. For example, when the braking force is applied at the time of braking, or when the lateral force is applied to the vehicle. . In addition, when the left and right rear wheels 12 and 12 are in reverse phase, the reaction force generated by the stabilizer 27 increases. For example, even when the left and right rear wheels 12 and 12 are in phase, a small reaction force is generated by the stabilizer 27. Also included when granted.

  Thus, in this embodiment, stroke toe characteristics are improved without changing the layout or the like. In other words, in this embodiment, by using the reaction force of the stabilizer 27, a stroke toe characteristic larger than the stroke toe characteristic set (determined) by the layout can be obtained.

  Moreover, in this embodiment, since the stroke toe characteristic can be changed by the reaction force of the stabilizer 27, the degree of freedom of the layout on the passenger compartment side can be increased. Furthermore, in this embodiment, the steering stability of the vehicle can be further improved by ensuring the toe-in characteristics during the stroke.

10, 10a Suspension device 12 Wheel 14 Car body 16 Trailing arm 20 Lower arm 22 Hinge mechanism 27 Stabilizer 32 Trailing bush 50 Lower arm bush 72 Bending part 74 Stabilizer link 74a (Stabilizer link) one end 74b (Stabilizer link) other end A Hinge Center axis of mechanism P1 Mounting point P2 Fastening point

Claims (2)

A trailing arm that is pivotally connected to the vehicle body;
A trailing bush interposed between the vehicle body and the trailing arm and pivotally supporting the trailing arm;
A lower arm rotatably connected to the vehicle body;
A lower arm bush interposed between the vehicle body and the lower arm and pivotally supporting the lower arm;
A hinge mechanism that couples the trailing arm and the lower arm in a relatively displaceable manner;
An axial stabilizer having a bent portion;
A semi-trailing suspension device comprising:
A stabilizer link that is interposed between the trailing arm and the stabilizer, and connects the stabilizer to the trailing arm;
One end of the stabilizer link is fastened to an end of the stabilizer, and the other end of the stabilizer link is attached to the trailing arm,
The attachment point of the stabilizer link with respect to the trailing arm is disposed on the rear side in the vehicle longitudinal direction with respect to the central axis of the hinge mechanism,
A suspension device, wherein a fastening point between the stabilizer and the stabilizer link is arranged on the upper side in the vehicle vertical direction and on the inner side in the vehicle width direction with respect to the attachment point. A trailing arm that is pivotally connected to the vehicle body;
A trailing bush interposed between the vehicle body and the trailing arm and pivotally supporting the trailing arm;
A lower arm rotatably connected to the vehicle body;
A lower arm bush interposed between the vehicle body and the lower arm and pivotally supporting the lower arm;
A hinge mechanism that couples the trailing arm and the lower arm in a relatively displaceable manner;
An axial stabilizer having a bent portion;
A semi-trailing suspension device comprising:
A stabilizer link that is interposed between the trailing arm and the stabilizer, and connects the stabilizer to the trailing arm;
One end of the stabilizer link is fastened to an end of the stabilizer, and the other end of the stabilizer link is attached to the trailing arm,
The attachment point of the stabilizer link with respect to the trailing arm is disposed on the rear side in the vehicle longitudinal direction with respect to the central axis of the hinge mechanism,
A suspension device characterized in that a fastening point between the stabilizer and the stabilizer link is arranged on the lower side in the vehicle vertical direction and on the inner side in the vehicle width direction with respect to the attachment point.

Images